Valve gear for internal combustion engines



Emily 9, 1935.

I L EBERMAN VALVE GEAR FOR INTERNAL COMBUSTION ENGINES ZMOZVO Filed March 11, 1931 Patented July 9, 1935 atoms PATEN -f OFFICE 1 VALVE GEAR-Eon INTERNALCOMBUSTION 1 ENGINES r v Ludwik Eberman, Lwow, Poland Application Marcli ll g 1931, serial'No. 521,820 1 In Poland March 24, 1930 7 Claims; "(01; 123229) 1 There are known arrangements for the perfect scavenging andaftercharging of the cylinders of combustion engines in the form of piston or ro'-" tary pumps which are interposed in themixture" or air-inlet of the engine. Such arrangements,

however, complicate the engine and increase its weight and price.

The present invention achieves in a considerably simpler manner a similar result, morefparticularly with transportable engines (for motor cars, locomotives; ship's, aircraft, etc.) by utilizing during rapid drive or flight the relativeairniovement set up or draught due-to drive] For'this purpose are most suitablethe knowneiigines in which inlet and exhaust take place through the same control members, that is valves; slides; slots. some'pre'ferred constructional forms ofvalve gears'according to the invention are illustrated by way of example in the accompanyin'g'draw-j ing, in which: v v Fig. lshows oneconstructional form o'f-avalve gear according to the invention, diagrammatical- 1y in-section, g 1 V Fig. 2 shows a modified cohstructionalioriii of the valve gear diagrammatically iii-section, Fig. 3 shows a detail of the'valve in perspective; "Figs. 4 and 5 show diagrammatically in" sec tional elevation and sectional plan respectively a third constructional form of the'valvegear ac- 1 cording to the invention,

Fig. 6 shows afurther"constructional form of the valve gear, 7 1 1 Fig. 7 shows a detail of a modified form of valve and fi'" Fig. 8 shows a still further constructional-form of the valve gear aecording to the invention. Referring to the drawing: In all the figures of the accompanying drawing similar reference letters are empl'oyed to denote similar'parts. 1 In -'Fig; 1a. is the interior of an engine cylinder, which is fitted with two valves clcand 0. Each of these'valves serves both as an "admission and an exhaust? valve. The valve d is providedwith an opening passage e extending-in the direction of drive or flight and the valve g is provided with an opening passage h extending in the opposite dimotion: The reference letter 0 denotes-the fuel inlet and. the. reference letter .b denotesthe engine pistonwhich is shown in the position which it occupiesjust'before its dead centre at theend of the exhaust period.- The valves dandg had alreadybeen opened at the beginning of the exe haustperiod and so long as the pressure of the exhaust gases was higher than the pressureproof the suction'lperiod theigreatestpossible quanduced in thedire'ction of the arrow 1 by the'air during drive orhead p-ressure, the exhaust gases were flowing outwards through both passages e and hi as soon; however,- as; owing to thedecreasing velocity of the piston; the pressure of the ex-' "5- haus't gases 'falls to a certain degree, air enters throughthe passage'e and-the valved and dislodges through the other valve 0 and the passage h the remainder of the exhaust gases, as shown in Fi'g.1. 1 m 1 h The draughtdue to'the drive produces around thepassage h a vacuumwhich assists the above described scavenging rof the cylinder. I 7

This scavenging lasts as long as the velocityof the piston near the dead. centre is small. Later on; after-thevelocityof the piston during the suction stroke is increased, suction through both passages 'e and. h and valves (1, and 9' commences. Irrorder to lock up'in'the cylinder atthe end tity of air; theva'lve'g may 'be; provided adjacent to the passage h with'a flange 10 as shown in Figs. 7 and 8: In this case the valve'g will closesomewhat sooner than the valved and the air enter-, ing withincreasedfpressure through the passage eo'wingto' i'the' draught due to .drive, willnot be able toescape through the passage h, moreover, the vactiumEproducedaround the passage h by the draughtdueto the driveQwillnot be able to suck'air from the cylinder.

For attaining the aforesaid result, the provision of'the flange p is only necessary when common control 1 for the valves d and g is employed. Othe'rwisethe same result may be obtained by the provision of separate control for the said valvesrin w'hich case the flange is not required. A construction of this kind is illustrated in Fig. 6 inwhichthe reference letters n and 0 denote the control means for theva'lves. Instead.- of the passageih, an o'pen'passage (Fig. 2) extending entirely in the direction 1 of the draught may be employed, which passage is constricted at its 'middle part at which it communicates. with the valve 'g. At the said middle part a'vacuum" is produced owing to the increased velocity of *the air, which acts in a similar manner to the above mentioned vacuum at the passage h. :The valves may moreover be given such a shape as to cause-theairto be set in rotation in known manner, whilst it flows in. This, rotary move- 50 ment then continues during the compression and combustion and contributes to the rapid and complete combustion of the fuel. U

Figs. a and 5 show a constructional example W e nt e valvesd and are shaped as afore- 55 said. One or both valves receives flanges 1 upon a part of the periphery, as shown in perspective in Fig. 3, which valves are so arranged that the air can flow only at one side through the valves as indicated by arrows m, m in Fig. 5, and is set in rotation on entering the cylinder.

In this case too, when employing separate controls, the valve g may be closed earlier than the valve d. If however, both valves have a common control, the valve it may, according to Fig. '7, be provided with a flange 12 upon its whole periphery.

It will be understood that in the constructions during the suction stroke suction takes place through both the valves and during the exhaust stroke gas is discharged through both the valves until, towards the end of this stroke when the piston velocity is low the air pressure arising from the draught due to the drive overcomes the exhaust gas pressure and the scavenging air then. enters through the passage e and the valve d and drives out the exhaust gases through the valve g and the passage 71, as indicated by arrows in Figs. 5 and 7.

Although the valve device has been described by way of example with reference to the accompanying drawing in a constructional form in which only two valves are employed, it is to be. understood that without departing from the scope of the invention it is likewise possible to employ a plurality of valves some of which are associated with passages directed in the direction of flight or drive, and others of which are associated with passages directed in the direction opposite thereto.

I claim:

1. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: a working cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder-towards the end of the exhaust stroke; a second valve associated with said cylinder for the admission-and discharge of gases therefrom during the suction and exhaust periods respectively; and a second passage connected with said second valve and extending outwardly in the direction opposite to that of the drive or the flight, whereby the fresh air and the exhaust gases are discharged through said passage towards the end of the exhaust stroke, substantially as described.

2. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: aworking cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder towards the end of the exhaust stroke; a second valve associated with said cylinder for the admission and discharge of gases therefrom during the suction and exhaust periods respectively; and a second passage connected with said second valve, comprising a main portion extending outwardly both in the direction of drive or flight and in the reverse direction, and a middle portion connecting said first-named portion at its middle part with said second valve, whereby the fresh air and exhaust gases are discharged through said passage towards the end of the exhaust stroke, substantially as described.

3. A valve device for the internal combustion engines of motor'driven vehicles and craft, comprising in combination: a working cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder towards the end of the exhaust stroke; a second valve associated with said cylinder for the admission and discharge of gases therefrom during the suction and exhaust periods respectively; and a second passage connected with said second valve, comprising a main portion extending outwardly both in the direction of drive or flight and in the reverse direction, and a middle portion connecting said flrstnamed portion at its middle part with said second valve, whereby the fresh air and exhaust gases are discharged through said passage towards the end of the exhaust stroke, the first named portion of said second passage being constricted at the points of junction with the second portion, substantially as described.

4. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: valve-controlled means consisting of a plurality of valves, each serving ,the double purpose of admitting and discharging air and gas into and from the combustion chamber of said working cylinder through the same valve parts; means for introducing the fresh air current produced during the drive or flight of the.

vehiclethrough the device into the interior of said working cylinder; means for discharging the fresh air current from said working cylinder through the device; and means for deflecting the air current in its passage so that it effects the scavenging and supercharging of the cylinder; said valvecontrolled means being adapted to close the communication with the passage extending in the direction opposite to that of the drive earlier than the passage extending in the reverse direction, substantially as described.

5. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: a working cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder towards the end of the exhaust stroke; a second valve associated' with said cylinder for the admission and discharge of gases therefrom during the suction and exhaust periods respectively; a second passage connected with said second valve and extending outwardly in the direction opposite to that of the drive or the flight, whereby the fresh air and the exhaust gases are discharged through said passage towards the end of the exhaust stroke; and flanges on said valves imparting a rotary movement to the fresh air introduced into said cylinder, substantially as described.

6. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: a working cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder towards the end of the exhaust stroke; a second valve associated with said cylinder for the admission and discharge of gases therefrom during the suction and exhaust periods respectively; a second passage connected with said second valve and extending outwardly in the direction opposite to that of the drive or the flight, whereby the fresh air and the exhaust gases are discharged through said passage towards the end of the exhaust stroke; said second valve being adapted to close the communication with the passage leading from it in the direction opposite to that of the drive or flight earlier than said first valve closes the passage extending in the direction of the drive, substantially as described.

7. A valve device for the internal combustion engines of motor-driven vehicles and craft, comprising in combination: a working cylinder; a valve associated with said cylinder for the admission and also the discharge of gases therefrom during the suction and exhaust periods respectively; a passage connected with said valve and extending outwardly in the direction of the drive or flight, whereby the fresh air current produced during the drive or flight is admitted for scavenging and supercharging purposes to the combustion chamber of said cylinder towards the end of the exhaust stroke; a second valve associated with said cylinder for the admission and discharge of gases therefrom during the suction and exhaust periods respectively; a second passage connected with said second valve and extending outwardly in the direction opposite to that of the drive or the flight, whereby the fresh air and the exhaust gases are discharged through said passage towards the end of the exhaust stroke; and a flange on said second valve co-operating with said second passage to effect the closure of the latter earlier than the first valve closes the first passage, substantially as described.

LUDWIK EBERMAN. 

